Luscombe 8A accident near Antlers, Oklahoma, November 25, 2000
On November 25, 2000 at about 7:00 pm local time, a Luscombe 8A, registered N45537, was substantially damaged in an accident near Antlers, Oklahoma (Antlers Municipal Airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power resulting from carburetor icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 25, 2000 · about 7:00 pm local time
- Place
- Antlers, Oklahoma · Antlers Municipal Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8A · all 8As on the register
- Registration
- N45537 · no longer on the register · serial 2064
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single-engine airplane struck trees and terrain following a loss of engine power during the takeoff/initial climb. With full throttle and carburetor heat applied, the airplane was airborne. Once airborne, the engine was not developing full power and there 'seemed to be a gradual reduction of power' regardless of carburetor heat position. The pilot reported the day of the accident was 'probably the first time the airplane's aging carburetor heat mechanism had been put to the test with low temperature and narrow temperature-dew point spread in over a decade.' The pilot reported a temperature and dew point of 40 degrees Fahrenheit and 37 degrees Fahrenheit, respectively. The nearest weather reporting station, 40 nautical miles northwest of the accident site, reported a temperature and dew point of 55 degrees Fahrenheit and 36 degrees Fahrenheit, respectively. Both temperature and dew point reports were in the range of conditions conducive to serious carburetor icing at cruise or climb power.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,427 hours in all; 48 in this make and model; 55 in the last 90 days; 33 in the last 30 days; 5,361 as pilot in command; 600 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,043 hours
- Last inspection: annual inspection, January 18, 2000; 48 hours since
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A65-1 (piston); 0 hours total
The flight
- Departed from: 80F at 7:00 pm
- Flight plan: none
- Runway 35, 3,300 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 7:53 pm from MLC, 40 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N45537 the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.